System and method for brake inspection of vehicle

ABSTRACT

A system for brake inspection of vehicle for checking a brake performance of the vehicle in which brake fluid is injected in a vehicle factory includes a communication unit connecting the vehicle entered through the conveyor and the diagnostic communication, a specification determination unit that collects specification information of the vehicle and determines whether to apply an electronic stability control (ESC) device, a specification determination unit that collects specification information of the vehicle and determines whether to apply an electronic stability control (ESC) device, and an inspector consisting of a control unit that determines that the ESC pressure value measured by the forced driving of the ESC exceeds the set reference value, and determines that the brake pressure is normal (OK), and determines that the ESC pressure is abnormal (NG).

CROSS REFERENCE TO RELATED APPLICATIONS

This application claims priority to and the benefit of Korean PatentApplication No. 10-2019-0118691 filed in the Korean IntellectualProperty Office on Sep. 26, 2019, the entire contents of which areincorporated herein by reference.

BACKGROUND (a) Field

The present disclosure relates to a system and method for brakeinspection of vehicle. More particularly, the present disclosure relatesto a system and method for brake inspection of vehicle for checking thebraking performance of a brake after injecting brake fluid into thevehicle in a vehicle factory.

(b) Description of the Related Art

In general, a vehicle factory checks whether brake fluid is properlydelivered to a caliper by injecting brake fluid into an assembledvehicle and then operating the brake pedal.

When the brake fluid is injected into the vehicle, it is delivered inthe order of the reservoir tank, master cylinder, HCU and caliper.However, since the pipe to be transmitted is long, narrow, and has highresistance, intermittent transmission to the end of the caliper causes abrake pushing phenomenon.

Therefore, the operator starts the vehicle if there is no abnormalityafter confirming the effort by operating the brake pedal before andafter starting the vehicle in case the injected brake fluid does notreach the end of the caliper (see prior art in FIG. 6).

However, in the conventional brake inspection, although the operatorchecks the pedal effort by repeatedly pressing the pedal repeatedly,there is a problem in that a safety accident occurs due to the brakepushing of the vehicle because it relies only on the brake feeling ofthe operator.

That is, a conventional brake inspection method that relies on a workermay require a more improved brake inspection method for safety sincecosts such as personnel accidents due to human errors of workers, damageto production facilities, and line stops may occur.

The above information disclosed in this Background section is only forenhancement of understanding of the background of the disclosure, andtherefore it may contain information that does not form the prior artthat is already known in this country to a person of ordinary skill inthe art.

SUMMARY

An exemplary embodiment of the present disclosure provides a system andmethod for brake inspection of vehicle for checking the brakingperformance of a brake by measuring the brake pressure through thedriving of a vehicle electronic stability control (ESC) device beforestarting a vehicle in which a brake fluid is injected in a vehiclefactory.

According to an exemplary embodiment of the present disclosure, a systemfor brake inspection of vehicle for checking a brake performance of thevehicle in which brake fluid is injected in a vehicle factory includes acommunication unit connecting the vehicle entered through the conveyorand the diagnostic communication, a specification determination unitthat collects specification information of the vehicle and determineswhether to apply an electronic stability control (ESC) device, aspecification determination unit that collects specification informationof the vehicle and determines whether to apply an electronic stabilitycontrol (ESC) device, and an inspector consisting of a control unit thatdetermines that the ESC pressure value measured by the forced driving ofthe ESC exceeds the set reference value, and determines that the brakepressure is normal (OK), and determines that the ESC pressure isabnormal (NG).

The system for brake inspection of vehicle may further include a scannerthat transmits a vehicle identification number (VIN) recognized by thebarcode attached to the vehicle to the inspector, and an antenna thatrelays data transmitted and received between the inspector and thevehicle by connecting wireless diagnostic communication with the OBDmounted on the vehicle.

Further, the communication unit may recognize the entry of the vehiclewith the VIN received from the scanner

Further, the communication unit may recognize the OBD ID by queryingvehicle information to a production management system (MES) with theVIN, and connects the wireless diagnostic communication byauthenticating the OBD ID of the OBD requested to access the antenna.

Further, the specification determination unit may search thespecification information matching the VIN in the production managementsystem (MES) to determine whether the ESC is applied.

Further, the inspector may be provided as a portable carrying by theoperator, and the communication unit may connect the OBD mounted on thevehicle with wired or wireless diagnostic communication.

Further, the specification determination unit may collect specificationinformation from the vehicle through diagnostic communication with theOBD to determine whether the ESC is applied.

Further, the inspector may further include a storage unit that stores adetermination result according to the inspection of the vehicle brake,and a display unit that displays the determination result to anoperator.

Further, the control unit may read the ESC pressure value measuredaccording to the occurrence of braking hydraulic pressure of the ESC inthe vehicle, and compare the ESC pressure value with a set referencevalue corresponding to the magnitude of the braking hydraulic pressureof the ESC to determine whether the brake pressure is normal.

Further, the control unit may repeatedly generate a maximum brakebraking hydraulic pressure of the ESC specification a predeterminednumber of times through the ESC driver when it is determined that thebrake pressure is abnormal.

Further, the control unit may determine that the brake fluid piping isdefective and bypasses the vehicle in a repair process if the ESCpressure value after the brake braking hydraulic pressure is repeatedlygenerated a predetermined number of times is less than the set referencevalue, and the ESC pressure value read repeatedly is not increased.

Meanwhile, according to an exemplary embodiment of the presentdisclosure, a method for brake inspection of vehicle for checking abrake performance of the vehicle in which brake fluid is injected in avehicle factory includes a) recognizing the vehicle entered through theconveyor to connect the diagnostic communication, b) determining whetherto apply the vehicle attitude control device (ESC) by collectingspecification information of the vehicle, c) generating a brakinghydraulic pressure according to the forced driving of the ESC bytransmitting a control signal through the diagnostic communication whenthe ESC is applied to the vehicle, and d) determining a brake pressureas normal (OK) if the ESC pressure value read according to the forceddriving of the ESC exceeds a set reference value, and determining asabnormal (NG) when the set reference value is not exceeded.

Further, step a) may include recognizing the entry of the vehicle andquerying the OBD ID of the OBD mounted on the vehicle with the VIN whenthe vehicle identification number (VIN) recognized by the scanner isreceived, and connecting the wireless diagnostic communication with theOBD by authenticating the OBD ID requested to access the antenna.

Further, step a) may include operating the vehicle in an IG ON mode bytransmitting a power-on signal through the diagnostic communication.

Further, step b) may include requesting specification information of thevehicle through the diagnostic communication and checking specificationinformation collected from the vehicle.

Further, the specification information may be collected through inquiryof vehicle information matching the VIN in the production managementsystem (MES).

Further, step d) may include comparing the ESC pressure value collectedfrom the vehicle with a set reference value corresponding to the brakehydraulic pressure level of the ESC to determine whether the brakepressure is normal and displaying it to an operator.

Further, step d) may include transmitting a control signal to thevehicle to control to generate a repeated number of braking hydraulicpressures if it is determined that the brake pressure of the vehicle isabnormal.

Further, after transmitting a control signal to the vehicle to controlto generate a repeated number of braking hydraulic pressures, the methodfor brake inspection of vehicle may further include determining that thebrake fluid piping is defective if the ESC pressure value is less thanthe set reference value and the ESC pressure value read repeatedly isnot increased.

According to an exemplary embodiment of the present disclosure, byimproving the inspection method depending on the operator's brakefeeling, it is effective to prevent the occurrence of risk and cost ofbrake safety accidents due to existing human errors by determiningwhether the brake pressure is normal due to the forced driving of thevehicle.

Further, it is possible to improve the inspection reliability at noadditional cost by automatically checking the braking performance afterthe injection of brake fluid through an inspection algorithm thatforcibly drives the ESC mounted on the vehicle without additionalequipment in the vehicle factory.

Further, by using mechanical braking using ESC, it is possible toshorten the inspection process time per vehicle by applying a faster andlarger braking hydraulic pressure than a human. Furthermore, it ispossible to expect an effect capable of further detecting defects in thebrake fluid piping and bypassing the repair process.

BRIEF DESCRIPTION OF THE FIGURES

FIG. 1 schematically shows a configuration of a system for brakeinspection according to an exemplary embodiment of the presentdisclosure.

FIG. 2 schematically shows a configuration of a vehicle electronicstability control device inside a vehicle according to an exemplaryembodiment of the present disclosure.

FIG. 3 shows the configuration of the ESC according to an exemplaryembodiment of the present disclosure.

FIG. 4 is a block diagram schematically showing the configuration of aninspector according to an exemplary embodiment of the presentdisclosure.

FIG. 5 is a flowchart schematically illustrating a method for brakeinspection of a vehicle according to an exemplary embodiment of thepresent disclosure.

FIGS. 6A and 6B show a comparison of the method for brake inspectionafter injecting the brake fluid according to the conventional andexemplary embodiments of the present disclosure.

DETAILED DESCRIPTION

In the following detailed description, only certain exemplaryembodiments of the present disclosure have been shown and described,simply by way of illustration. As those skilled in the art wouldrealize, the described embodiments may be modified in various differentways, all without departing from the spirit or scope of the presentdisclosure. Accordingly, the drawings and description are to be regardedas illustrative in nature and not restrictive. Like reference numeralsdesignate like elements throughout the specification.

Throughout the specification, unless explicitly described to thecontrary, the word “comprise” and variations such as “comprises” or“comprising” will be understood to imply the inclusion of statedelements but not the exclusion of any other elements. In addition, theterms “-er”, “-or”, and “module” described in the specification meanunits for processing at least one function and operation, and can beimplemented by hardware components or software components, andcombinations thereof.

It will be understood that when an element is referred to as being“connected,” or “coupled,” to another element throughout thespecification, it can be directly connected or coupled to the otherelement or intervening elements may be present. In contrast, when anelement is referred to as being “directly connected,” or “directlycoupled,” to another element, there are no intervening elements present.

A system and method for brake inspection of vehicle according to anexemplary embodiment of the present disclosure will now be described indetail with reference to the drawings.

FIG. 1 schematically shows a configuration of a system for brakeinspection according to an exemplary embodiment of the presentdisclosure.

Referring to FIG. 1, a system for brake inspection according to anexemplary embodiment of the present disclosure includes a scanner 110installed on a production line of a vehicle factory, an antenna 120, aninspector 130, and a manufacturing execution system (MES) 140.

The system 100 for brake inspection for vehicle connects diagnosticcommunication with the vehicle 10 entered through a conveyor through abrake fluid injection process, and through forced driving of anelectronic stability control (ESC) device mounted on the vehicle. Brakepressure is checked to automatically check braking performance.

The vehicle 10 is assembled while going through several production linesalong a conveyor with OBD (On-Board Diagnostics, 11) mounted. Then,after passing through the brake fluid injection process, the brakeenters a braking performance inspection process.

FIG. 2 schematically shows a configuration of a vehicle electronicstability control device inside a vehicle according to an exemplaryembodiment of the present disclosure.

The vehicle 10 includes a brake disc 14 and a caliper 15 provided in theOBD 11, the ECU (Electronic Control Unit 12), the ESC 13, and the fourwheels front right (FR), front left (FL), rear right (RR), and rear left(RL), respectively.

The OBD 11 is a diagnostic communication device that supports wirelessor wired inspection of the vehicle 10.

The OBD 11 connects the external inspector 130 and the wireless or wireddiagnostic communication by using the unique identification information(OBD ID), and the ECU 12 and the ESC 13 through the vehicle internalnetwork (e.g., CAN). Hereinafter, in the exemplary embodiment of thepresent disclosure, unless otherwise specified, the inspector 130 willbe described as a wireless diagnostic communication method inspector130. However, the exemplary embodiment is not limited thereto, and maybe connected to the portable inspector 130 of the operator through awired diagnostic communication method.

The OBD 11 enters the IG ON mode of the vehicle 10 according to thereceived power ON signal when the inspector 130 and the diagnosticcommunication are connected, so that power is supplied to variouselectronic devices.

The ECU 12 is an upper level control unit that controls variouselectronic devices applied to the vehicle's brake system, and controlslower electronic devices such as an anti-lock brake system (ABS), atransaction control system (TSC), and an ESC 13.

The ECU 12 may transmit the brake system specification including the ESC13 to the inspector 130 when the diagnostic communication through theOBD 11 is connected.

In addition, the ECU 12 may drive the ESC 13 according to a controlsignal received for checking the brake from the inspector 130.

Meanwhile, in the brake system of a vehicle, devices that increasedriving stability by combining mechanical, electronic equipment, andsoftware are being added while driving and safety are important factorsfor vehicle quality.

For example, the ESC 13 is also called an electronic stability program(ESP), and is a vehicle stability control device in which the functionof independently controlling the braking force of each wheel is added toABS for braking safety and TCS for safety during acceleration/rotation.

The ESC 13 independently brakes each wheel when an unsafe situationoccurs in a vehicle through various sensors such as a wheel speedsensor, a steering angle sensor, a yaw rate, and a lateral accelerationsensor. And, it is possible to secure the steering stability of thevehicle by controlling the output of the engine.

The ESC 13 is forcibly driven according to a control signal applied fromthe ECU 12 when the braking performance is verified through a diagnosticcommunication connection with the inspector 130 to generate brakinghydraulic pressure on the four wheels of the vehicle. Then, the brakepressure (hereinafter referred to as ESC pressure) applied to the actualpipe is measured according to the braking hydraulic pressure.

Here, the braking hydraulic pressure may correspond to the force of theoperator pressing the brake pedal, and the ESC pressure may correspondto the brake pressure transmitted to the actual caliper 15 compared tothe pressing force. In addition, when the brake oil is not delivered tothe end of the caliper 15, the ESC pressure becomes weaker than the setvalue and the brake pressure (ESC pressure) increases as the end of thecaliper 15 approaches.

FIG. 3 shows the configuration of the ESC according to an exemplaryembodiment of the present disclosure.

Referring to FIG. 3, the ESC (13) according to an exemplary embodimentof the present disclosure includes a motor pump (M) that generatesbraking hydraulic pressure, an FL valve (FL_V) that regulates thebraking hydraulic pressure of the front left wheel (FL) of the vehicle,and a front right wheel (FR). FR valve (FR_V) for adjusting the brakinghydraulic pressure, RL valve (RL_V) for regulating the braking hydraulicpressure of the rear left wheel (RL), and RR valve (RR_V) for regulatingthe braking hydraulic pressure of the rear right wheel (RR).

The ESC 13 operates the motor pump M according to the applied controlsignal to generate the braking hydraulic pressure. In addition, a largebrake pressure of about 100 to 200 bar can be transmitted to the caliper15 of each wheel through adjustment of each valve V that controls thestrength of the braking hydraulic pressure. The mechanical brakepressure is significantly larger and faster than the pressure of theperson applying the brake, so the time required for inspection pervehicle can be reduced.

Referring again to FIG. 1, the scanner 110 transmits the vehicleidentification number VIN recognized from the barcode attached to thevehicle 10 entering the process line to the inspector 130. Here, thescanner 110 will be described on the assumption of a barcode scanner,but is not limited thereto, and may be configured as a reader thatrecognizes a radio frequency identification (RFID) or tag containingidentification information of the vehicle 10 when a tag is attached.

The antenna 120 connects the OBD 11 of the vehicle 10 with wirelessdiagnostic communication to relay data transmitted and received betweenthe inspector 130 and the vehicle 10. The antenna 120 may be configuredas a directional antenna for short-range communication, and may bearranged in a plurality at regular intervals along a conveyor on whichthe vehicle 10 is moved.

The inspector 130 recognizes the entry of the vehicle 10 by receivingthe vehicle identification number (VIN), and connects diagnosticcommunication with the vehicle 10 through the antenna 120 to mount theelectronic stability control (ESC) device mounted on the vehicleautomatically checks the braking performance of the brake through forceddriving.

FIG. 4 is a block diagram schematically showing the configuration of aninspector according to an exemplary embodiment of the presentdisclosure.

Referring to FIG. 4, the inspector 130 according to an exemplaryembodiment of the present disclosure includes a communication unit 131,a specification determination unit 132, an ESC driver 133, a displayunit 134, a storage unit 135, and a control unit 136.

The communication unit 131 includes wired/wireless communication means,and recognizes the entry of the vehicle 10 with the VIN received fromthe scanner 110.

The communication unit 131 recognizes the OBD ID by inquiring vehicleinformation to the MES 140 using the VIN. In addition, the vehiclediagnostic communication through the OBD 11 may be connected byauthenticating the OBD ID of the OBD 11 requested to access the antenna120.

The specification determination unit 132 may collect the specificationinformation of the vehicle 10 through diagnostic communication with theOBD 11 and determine whether the ESC 13 is applied to the vehicle 10.

However, the present disclosure is not limited thereto, and thespecification determination unit 132 may query the MES 140 forspecification information matching the VIN to determine whether the ESC13 is applied to the vehicle 10.

The ESC driver 133 transmits a control signal to the vehicle 10 throughdiagnostic communication to generate brake hydraulic pressure of thebrake according to the forced driving of the ESC 13. At this time, theESC driver 133 may repeatedly generate the brake hydraulic pressure ofthe brake corresponding to the maximum value of the ESC 13 specificationa predetermined number of times.

The display unit 134 displays information generated according to theoperation of the inspector 130, and, for example, may display adetermination result according to the brake inspection of the vehicle 10to the operator.

The storage unit 135 stores various programs and data for the operationof the inspector 130, and stores test result data generated according tothe operation.

The storage unit 135 may store the determination result according to thebrake inspection of the vehicle 10 and update the MES 140 to share.

The control unit 136 controls the operation of the respective parts ofthe inspector 130 according to an exemplary embodiment of the presentdisclosure. Then, the brake operation of the vehicle 10 in which thebrake fluid is injected in the previous process is controlled throughdiagnostic communication to check the braking performance according towhether the brake pressure is normal.

Conventionally, there is no way to drive the brake and drive the ESC 13before starting and driving the vehicle, and the only method to forcethe operator to repeatedly press the pedal is to check the brakeoperation state.

Accordingly, the control unit 136 connects diagnostic communication withthe vehicle 10 before starting, and generates a large braking hydraulicpressure of about 100 bar to 200 bar according to the specification tothe caliper 15 of each wheel according to the forced drive controlsignal of the ESC 13. Then, the control unit 136 measures the ESCpressure according to the occurrence of the braking hydraulic pressureand compares it with a set reference value corresponding to the brakinghydraulic pressure of the ESC 13 to determine whether the brake pressureis normal (OK/NG) without operator intervention.

The inspector 130 may be implemented by including one or more processorsoperated by a program including a series of instructions for performingthe functions of each part, and the set program may be programmed toperform each step of the vehicle brake inspection method according to anembodiment of the present disclosure described below.

On the other hand, the brake inspection method of such a vehicle will bedescribed in more detail with reference to the drawings below, but theconfiguration of each part can be integrated into one inspector 130, andthe main body thereof will be described as the inspector 130.

FIG. 5 is a flowchart schematically illustrating a method for brakeinspection of a vehicle according to an exemplary embodiment of thepresent disclosure.

Referring to FIG. 5, an inspector 130 according to an exemplaryembodiment of the present disclosure is installed in a brake inspectionline of a vehicle factory and shows a flow for inspecting a brakebraking pressure of a transported vehicle after injection of brakefluid.

When the VIN is received from the scanner 110, the inspector 130recognizes the entry of the vehicle 10 and connects the diagnosticcommunication by querying the OBD ID of the OBD 11 mounted on thevehicle 10 with the VIN at S101. At this time, the inspector 130 mayauthenticate the OBD ID requested to access the antenna 120 to connectwireless diagnostic communication with the OBD 11.

The inspector 130 operates the vehicle 10 in the IG ON mode bytransmitting a power ON signal through the diagnostic communication atS102. At this time, the vehicle 10 is supplied with power in a non-startstate upon entering the IG ON mode.

The inspector 130 requests specification information of the vehicle 10through the diagnostic communication and checks specificationinformation received from the vehicle 10 at S103. Here, thespecification information can also be obtained from the MES 140 throughinquiry of vehicle information matching the VIN.

At this time, the inspector 130 determines that the ESC 13 is notapplied to the vehicle if the ESC 13 does not exist in the specificationinformation (S104; No), ends the automatic inspection and checks thebrake pressure state by the existing operator.

On the other hand, if the ESC 13 is present in the specificationinformation, the inspector 130 determines that the ESC 13 is applied tothe vehicle (S104; Yes). Then, the control signal is transmitted to thevehicle 10 so that the ESC 13 is forcibly driven at S105. At this time,the ESC 13 of the vehicle 10 is forcibly driven according to a controlsignal applied from the inspector 130 to generate braking hydraulicpressure on the four wheels of the vehicle.

The inspector 130 reads the ESC pressure value according to thegeneration of the braking hydraulic pressure of the ESC 13 from thevehicle 10 at S106. Then, the ESC pressure value is compared with a setreference value corresponding to the size of the braking hydraulicpressure of the ESC 13 to determine whether the brake pressure is normal(OK/NG) at S107. For example, the set reference value may be set to 80bar corresponding to 80% of the ESC 13, assuming that the maximumbraking hydraulic pressure is 100 bar. However, the setting referencevalue is not limited to this, and may be set through a predeterminedalgorithm (e.g., a program and a probability model).

In step S107, when the ESC pressure value exceeds the set referencevalue (S107; Yes), the inspector 130 determines that the brake pressureis normal (OK) and displays it to the operator at S110.

On the other hand, in step S107, if the ESC pressure value does notexceed the set reference value (S107; No), the inspector 130 determinesthat the brake pressure is abnormal (NG) and displays it to the operatorat S108. Here, if the ESC pressure value does not exceed the setreference value, it means that the brake fluid injected into the vehicle10 is not properly transmitted to the end of the caliper.

Accordingly, the inspector 130 transmits a control signal to the vehicle10 to control the repetitive braking hydraulic pressure to be generateda predetermined number of times at S109.

Subsequently, the inspector 130 returns to the step S106 to read the ESCpressure value according to the repeated braking hydraulic pressuregeneration of the ESC 13 from the vehicle 10 (S106), and repeats thecomparison with the set reference value. At this time, when the ESC 13generates repetitive braking hydraulic pressure, it is normal that thereading ESC pressure value gradually increases since the brake fluid inthe pipe is gradually transferred to the end of the caliper.

Therefore, when the brake fluid is gradually transferred to the end ofthe caliper and the ESC pressure value exceeds the set reference value(S107; Yes), the inspector 130 determines that the brake pressure isnormal (OK) at S110.

However, although it is omitted in the drawings, the inspector 130 doesnot increase the ESC pressure value less than the set reference value(S107; No), and the ESC pressure value that is repeatedly read is notnormally increased even after repeated braking hydraulic pressure isgenerated more than a predetermined number of times. It is possible todetermine that the brake fluid piping is defective and to bypass thevehicle 10 by a repair process.

FIGS. 6A and 6B show a comparison of the method for brake inspectionafter injecting the brake fluid according to the conventional andexemplary embodiments of the present disclosure.

Referring to FIG. 6A, in the conventional method of inspecting thebraking performance of the brake after injecting the brake fluid, thereis a risk of a brake safety accident in such a way that the operatorpresses the brake pedal several times and checks the pedal effortaccording to the operator's feeling.

On the other hand, referring to FIG. 6B, the vehicle brake inspectionmethod according to an embodiment of the present disclosure is animprovement of the inspection method depending on the brake feeling of aconventional worker, by determining whether the brake pressure is normaldue to the ESC forced driving of the vehicle, there is an effect ofpreventing the risk and cost of a brake safety accident due to anexisting human error.

Further, it is possible to improve the inspection reliability at noadditional cost by automatically checking the braking performance afterthe injection of brake fluid through an inspection algorithm thatforcibly drives the ESC mounted on the vehicle without additionalequipment in the vehicle factory.

Further, by using mechanical braking using ESC, it is possible toshorten the inspection process time per vehicle by applying a faster andlarger braking hydraulic pressure than a human. Furthermore, it ispossible to expect an effect capable of further detecting defects in thebrake fluid piping and bypassing the repair process.

The exemplary embodiments of the present disclosure have been describedabove, but the present disclosure is not limited to the above-describedembodiments, and various other modifications are possible.

For example, in the above-described embodiment of the presentdisclosure, the description has been mainly focused on the contents ofthe inspector 130 connecting the vehicle 10 and the wireless diagnosticcommunication to perform the wireless inspection. However, the exemplaryembodiment of the present disclosure is not limited to this, and asshown in FIG. 2, the portable inspector 130 carried by the operator maybe connected to the OBD 11 by wired/wireless diagnostic communication toperform a brake inspection.

The exemplary embodiment of the present disclosure is not implementedonly by the apparatus and/or method described above, but may also beimplemented by a program for realizing a function corresponding to theconfiguration of the exemplary embodiment of the present disclosure, andrecording media on which the program is recorded, and the implementationmay be easily made from the disclosure of the exemplary embodimentdescribed above by experts in the technical field to which the presentdisclosure pertains.

While this disclosure has been described in connection with what ispresently considered to be practical exemplary embodiments, it is to beunderstood that the disclosure is not limited to the disclosedembodiments. On the contrary, it is intended to cover variousmodifications and equivalent arrangements included within the spirit andscope of the appended claims.

1. A system for brake inspection of vehicle for checking a brakeperformance of the vehicle in which brake fluid is injected in a vehiclefactory, comprising: a communication unit connecting the vehicle enteredthrough the conveyor and the diagnostic communication; a specificationdetermination unit that collects specification information of thevehicle and determines whether to apply an electronic stability control(ESC) device; an ESC driver that transmits a control signal through thediagnostic communication to the vehicle to which the ESC is applied togenerate braking hydraulic pressure according to the forced driving ofthe ESC; and an inspector consisting of a control unit that determinesthat the ESC pressure value measured by the forced driving of the ESCexceeds the set reference value, and determines that the brake pressureis normal (OK), and determines that the ESC pressure is abnormal (NG).2. The system for brake inspection of vehicle of claim 1, furthercomprising: a scanner that transmits a vehicle identification number(VIN) recognized by the barcode attached to the vehicle to theinspector; and an antenna that relays data transmitted and receivedbetween the inspector and the vehicle by connecting wireless diagnosticcommunication with the OBD mounted on the vehicle.
 3. The system forbrake inspection of vehicle of claim 2, wherein: the communication unitis configured to recognize the entry of the vehicle with the VINreceived from the scanner.
 4. The system for brake inspection of vehicleof claim 2, wherein: the communication unit is configured to recognizethe OBD ID by querying vehicle information to a production managementsystem (MES) with the VIN, and connect the wireless diagnosticcommunication by authenticating the OBD ID of the OBD requested toaccess the antenna.
 5. The system for brake inspection of vehicle ofclaim 2, wherein: the specification determination unit is configured tosearch the specification information matching the VIN in the productionmanagement system (MES) to determine whether the ESC is applied.
 6. Thesystem for brake inspection of vehicle of claim 1, wherein: theinspector is provided as a portable carrying by the operator; and thecommunication unit connects the OBD mounted on the vehicle with wired orwireless diagnostic communication.
 7. The system for brake inspection ofvehicle of claim 6, wherein: the specification determination unit isconfigured to collect specification information from the vehicle throughdiagnostic communication with the OBD to determine whether the ESC isapplied.
 8. The system for brake inspection of vehicle of claim 1,wherein: the inspector further includes: a storage unit that stores adetermination result according to the inspection of the vehicle brake;and a display unit that displays the determination result to anoperator.
 9. The system for brake inspection of vehicle of claim 1,wherein: the control unit is configured to read the ESC pressure valuemeasured according to the occurrence of braking hydraulic pressure ofthe ESC in the vehicle, and compare the ESC pressure value with a setreference value corresponding to the magnitude of the braking hydraulicpressure of the ESC to determine whether the brake pressure is normal.10. The system for brake inspection of vehicle of claim 1, wherein: thecontrol unit is configured to repeatedly generate a maximum brakebraking hydraulic pressure of the ESC specification a predeterminednumber of times through the ESC driver when it is determined that thebrake pressure is abnormal.
 11. The system for brake inspection ofvehicle of claim 10, wherein: the control unit is configured todetermine that the brake fluid piping is defective and bypasses thevehicle in a repair process if the ESC pressure value after the brakebraking hydraulic pressure is repeatedly generated a predeterminednumber of times is less than the set reference value, and the ESCpressure value read repeatedly is not increased.
 12. A method for brakeinspection of vehicle for checking a brake performance of the vehicle inwhich brake fluid is injected in a vehicle factory, comprising: a)recognizing the vehicle entered through the conveyor to connect thediagnostic communication; b) determining whether to apply the vehicleelectronic stability control (ESC) device by collecting specificationinformation of the vehicle; c) generating a braking hydraulic pressureaccording to the forced driving of the ESC by transmitting a controlsignal through the diagnostic communication when the ESC is applied tothe vehicle; and d) determining a brake pressure as normal (OK) if theESC pressure value read according to the forced driving of the ESCexceeds a set reference value, and determining as abnormal (NG) when theset reference value is not exceeded.
 13. The method for brake inspectionof vehicle of claim 12, wherein step a) further includes: recognizingthe entry of the vehicle and querying the OBD ID of the OBD mounted onthe vehicle with the VIN when the vehicle identification number (VIN)recognized by the scanner is received; and connecting the wirelessdiagnostic communication with the OBD by authenticating the OBD IDrequested to access the antenna.
 14. The method for brake inspection ofvehicle of claim 12, wherein step a) further includes operating thevehicle in an IG ON mode by transmitting a power-on signal through thediagnostic communication.
 15. The method for brake inspection of vehicleof claim 12, wherein step b) further includes requesting specificationinformation of the vehicle through the diagnostic communication andchecking specification information collected from the vehicle.
 16. Themethod for brake inspection of vehicle of claim 13, wherein thespecification information is collected through inquiry of vehicleinformation matching the VIN in the production management system (MES).17. The method for brake inspection of vehicle of claim 12, wherein stepd) further includes comparing the ESC pressure value collected from thevehicle with a set reference value corresponding to the brake hydraulicpressure level of the ESC to determine whether the brake pressure isnormal and displaying it to an operator.
 18. The method for brakeinspection of vehicle of claim 12, wherein step d) further includestransmitting a control signal to the vehicle to control to generate arepeated number of braking hydraulic pressures if it is determined thatthe brake pressure of the vehicle is abnormal.
 19. The method for brakeinspection of vehicle of claim 18, further comprising: aftertransmitting a control signal to the vehicle to control to generate arepeated number of braking hydraulic pressures, determining that thebrake fluid piping is defective if the ESC pressure value is less thanthe set reference value and the ESC pressure value read repeatedly isnot increased.